Railroad train, railroad car and control apparatus therefor



Aug. 10, 1965 J, G, KNElLlNG v l 3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR Filed Dec.28, 1962 4 Sheets-Sheet 1 Afm/mfr Aug. 10, 1965 .1.6. KNl-:ILING3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR Filed Dec.28, 1962 4 Sheets-Sheet 2 Aug. 10, 1965 J. G. KNEILJNG 3,199,463

RAILROAD TRAIN, RAILROAD GAR AND CONTROL APPARATUS THEREFOR Filed DGO.28, 1962 4 Sheets-Sheet 3 ug- 10, 1955 J. G. KNEILING 3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR ATTORNEYUnited States Patent Office dgdb Patented Aug. 1G, 965

3,199,463 RAILROAD TRAHN, RAHLROAD CAR AND {IONTROL APPARATUS THEREFOR.lohn G. Kneiling, Staten island, NX., assigner to Deveneo Incorporated,New York, N.Y., a corporation of New York Filed Dec. 2S, i962, Ser. No.248,017 7 Ciaims. (Cl. 10S-1) This invention relates generally torailroads, and has particular reference to `a novel type of traincomposed of cars and power units of special design, interconnected withone another and provided with control apparatus in a special mannerhaving many advantages.

A train constructed yand assembled in accordance with this invention canbe designated as an integral train since it is intended to remainintact, and to operate as a permanently connected entity, throughout itslifetime of usefulness. It forms part of a complete or integral systernof trains, terminals and other facilities, as distinguished fromconventional systems comprising fragmentary elements. It is aspecial-purpose train, designed for the hauling of freight, particularlycoral or similar commodities, and its usefulness lies primarily inserving speciiic transportation markets. Its outstanding advantages arelow cost and eiiiciency.

One of the basic units of the improved train is a railroad car which iscomposed of a plurality of successive compartments with normallyinseparable pivot larticulations between them. Each compartment `ismounted on its own set of at least two four-wheel trucks, and isprovided with its own independently operable drop-floor structure.Conventional separable coupling elements are provided at the outer endsof the end compartments, for cooperation with coupling elements ofsimilar character provided on those vehicles or cars to which aseparable connection is to be made.

As used herein, the term compartment refers to a unit analogous to aconventional railroad car, and the term car refers to a number of suchcompartments permanently articulated together.

Each of the compartments of the railroad car is also provided withbraking equipment comprising a high-pressure reservoir, a triple valve,and a train 4pipe communicating with the triple valve. The brakes areapplied in well known fashion by bleeding air from the train pipe, andthey are released when the train pipe is reclosed and the reservoirpressure is restored to .a predetermined value, usually in the region ofll() pounds per square inch.

ln assembling `a railroad train of the improved type cars of thecharacter referred to are arranged in groups comprising the number ofcars suitable for the specific service to which the train is put. Incases where the individual cars comprise live or six permanently coupledcompartments the group of cars would provide an array of manycompartments. The groups referred to are separated by special powerpackages separably articulated to the groups. There is no limit to thenumber of groups .and the number of power packages to be assembled inthis way, ,and trains having a total length of up to several miles arepracticable.

Each power package consists of a pair of locomotives with a fuel carbetween them, these three units being permanently pivotally articulated.Each power package is provided with remotely commandable apparatus forsupplying motive power, and for generating `and furnishing electric heatto adjacent cars. Each power package is also provided with apparatus forcontrolling the brake actuation or" the train, the control apparatus ofeach power package beinfy arranged in parallel so that failure of anyone will net result in failure of the braking system.

At the ends `of the train control cars are separably connected, and eachcontrol car is provided with means for taking complete command anddepriving the other control car of command. Electrical transmissionmeans extends from each control car to the power packages interspersedalong the length of the train, this transmission means serving to conveycommand signals tothe apparatus provided on each power package.

One of the features of the invention resides in the provision ofcircuitry .at each power package which is responsive to relativelylow-voltage command signals from a preceding package, and which isadapted to transmit the signals to the next package at the relativelyhigh-voltage generated at the power package. In this way, it becomesfeasible to transmit command signals for the full length of the train,with almost instantaneous response at each of the power packages.

Another feature of the invention resides in similarly transmittingcommand signals to the apparatus which controls the braking equipment.Each power package is provided with apparatus for bleeding and reclosingthe train pipe without subdividing the `train pipe, so that a commandfor `applying brakes evokes an `almost instantaneous response, along thefull length of the train, as distinguished from the conventionaldilatory application of brakes along the length of conventional freighttrains.

Another feature of the invention resides in the provision of Va specialmeans for constantly maintaining the brake reservoirs charged with highpressure air. In this way, whenever the command is issued to releasebrakes, the simultaneous reclosing of the .train pipe at the severalstations along the length of the train will rapidly establish acondition in which all brakes become released. Thus the delays that arecommonly experienced with conventional freight trains (sometimes up toan hour or more) due to the tedious recharging of the individualreservoirs, are completely avoided.

Another feature of the invention resides in the provision of means fordifferentially controlling the several power packages so that excessivelocalized slack action will not occur.

One of the advantages of the present improved integral train resides inthe fact that it is completely self-sufficient. That is to say, itrequires no dismantling of the assembled cars, no shifting of cars fromone yard to another, no storage of cars and waste of time and loss ofusefulness, and no repair service in the ordinary sense of the word.Each train carries its own emergency repair equipment and spare parts,and the fuel car of each power package is adequate to carry a fuelsupply for operating a full week or more. Thus the train can be used forspecial purposes with great eihciency. For example, in transporting coalfrom a mining region to a point of regular consumption (such as a steelmill or a power station) the integral train can shuttle back and forthwithout interruption, and yat tremendous savings as compared withconventional practice. By way of example, one integral train of thepresent character will replace several thousand existing conventionalcoal cars, in terms of annual tonmile capacity.

The attainment of these general objectives and advantages involves,also, innovations in the structural characteristics of the compartmentsthemselves. One of the objects of the invention is to avoid themechanical unreliability and excessive tare weight of conventionalequipment, especially drop-floor cars for transporting coal or the like.

Among the structural improvements afforded by the present invention isthe employment of a center sill of hollow design. Thisnot only reducesweight, and adds structural rigidity, but it defines a chamber that canbe effectively employed as a reservoir for high-pressure air.

Another feature resides in the enlargement of the wheels to a diameterof the order of 45 inches. This results in longer wheel and bearing lifeand better braking, and greatly reduces track maintenance costs.

Another feature resides in the provision of a greatly simplified brakeactuating mechanism, involving directacting pneumatic equipmentoccupying relatively little space and operating with great reliabilityand effectiveness in applying the brake shoes to the wheels when thisaction is called for.

Another of the important features of the improved structure relates tothe design and mode of operation of the floor, whereby hinged doorsections, centrally located, are adapted in an efficient and reliablemanner to open the floor of the compartment to allow the contents to bedischarged.

One way of achieving these objects and advantages, and such otheradvantages as may hereinafter appear to be pointed out, isillustratively depicted in the accompanying drawings, in which FlG. 1 isa vschematic view of an integral train in accordance with thisinvention;

FG. 2 is a side elevational view, partially broken away and in section,of a single compartment of the train;

FlG. 3 is a plan view, partially broken away, of the two four-wheeltrucks upon which a single compartment rests;

FllG. 4 is a transverse vertical cross-sectional view through the bodyof a single compartment;

FIG. 5 is an enlarged plan view or" one of the fourwheel trucks showingthe brakes and brake actuating mechanism;

FlG. 6 is a vertical cross-sectional view on line 6--6 of FIG. 5;

PEG. 7 is a vertical cross-sectional view on line 7 7 of FIG. 5;

FIG. S is a schematic diagram of the electrical circuitry in each powerpackage responsive to relatively lowvoltage command signals from thepreceding power package for transmitting relatively high-voltage commandsignals to the next power package; and

FIG. 9 is a schematic diagram of the pneumatic circuit in eachcompartment for operating the braking equipmslm The integral trainchosen to illustrate the present invention is shown schematically inFIG. 1, but it is understood that other arrangements may be useddepending on the service to which the train will be put. The traincomprises three basic units, namely, cars, power packages, and controlcars. In this illustration, each car l@ consists of tive compartmentslll permanently articulated together. For this purpose, a drawbar l2 isprovided between each two adjacent compartments or" a car andpermanently pivoted at its ends to the compartments. The endcompartments of each car are provided with separable coupling elements13 cooperable with the comparable elements carried by the endcompartments of the adjacent cars.

Throughout .the length of the tra-in, a power package 14 is providedbetween each two groups of six cars l0. At the ends of the trains,however, only three cars follow each of the endmost power packages inorder to equalize the load to be driven by each power package. It willbe seen that each power package in the train is responsible for movingthe three cars ahead and the three cars behind it. A power packagecomprises a pair of locomotives l5 with a fuel car 16 between them,these three units being ermanently pivotally articulated by draw bars 17similar to the connections between the compartments il of each car 10.The locomotives l5 are connected to the adjacent cars by means ofseparable lcouplings 1d identical to those between each two adjacentcars. Each power package provides, not only motive power, but inaddition, as will be described in more detail hereinafter, generateselectric power by means of an engine driven generator and furnishes itto the cars of the train. The power packages .also include remotelycontrollable equipment for operating the locomotives in the desireddirection and at the desired speed and for controlling other operationssuch as actuation of the brakes of the adjacent cars.

At each end of the train is a control car 2d connected by means of aseparable coupling 2l to the last car of the train. `The control carscontain equipment for sending command signals to the remotelycontrollable apparatus within each of the power packages. `t is intendedthat a train crew ride in each of the control cars Ztl, and that nopersonnel be stationed at any other points along the train. One of thecontrol cars is effect-ive when the train is traveling in one direction,and the other is effective when the direction of the train is reversed.Each control car has means, mentioned below in connection with FG. 8,for making the other control car ineffective so that any possibility ofdamage to equipment or injury to crew members due to transmission ofsimultaneous command signals from both control ears is avoided.IFurthermore, each control car is large enough to carry more controlequipment than a conventional locomotive could accommodate, and to carryspare parts for the train components. lt is desirable for the presenttrain to carry its own spare parts since most of the parts are specialand not available in ordinary shops. Examples of such parts are 45 inchwheel (conventional wheels are of smaller diameter), and ybrake beans tobe described hereinafter, Another -point which should be mentioned withrespect to the train as a whole is that since a control car and severalcars precede the first power package, they serve to clean the track forthe locomotives and thus slippage is greatly reduced.

It will be seen that a tra-in assembled according to lthis inventionpermits far more etlicient utilization of equipment than can beaccomplished with a conventional train. Bulk commodities, such as coal,are handled as single cargoes and no changes in the make-up of the traintake place en route. Furthermore, present trains are liniited to about150 to 200 cars whereas a train according to this 4invention can have asmany as several hundred compartments. Thus .the capacity of a singletrain is greatly increased and as a result, fewer trains are needed.With fewer trains on the road, of course, less signaling is required,and the design of the cars is such that track maintenance is reduced. Inaddition, by increasing train size, crew costs .are lowered becausesince the trains are longer than usual, tons of cargo moved per crew areincreased.

Coming now to the cargo-carrying compartments themselves, each comprisesgenerally (lFiGS. 2-4) a body portion 22 resting on two four-wheeltrucks. rThe body 22 has a center sill 23 extending longitudinally withrespect to it, side walls T12, end Walls 33, and 'bottom walls 3ftsloping inwardly and downwardly from the lower edges of the Iside walls.In the present illustration, the center sill 23 comprises two angleswelded together to form hollow members having a square cross-section.Obviously, however, the shape of the center sill may be altered and asolid member may be employed. The advantages of employing a hollowcenter sill are weight reduction and the fact that the interior of thesill maybe used as a reservoir `for highpressure air employed to operatethe brakes and the doors of the compartment.

The doors 25 and 25 are bottom gates, extending longitudinally withrespect to the body, hinged to the center sill by means of hinges k27and 2S, respectively, :and are normally held in closed condition bymeans of latches 3l which cooperate with the lower edges of the bottomwalls 34. Means, such as pneumatic cylinders (not shown), are providedfor opening the latches to permit the doors to swing open in thedirection of lthe arrows in FIG. 4. Hanging the doors 25 and 26 from thecenter sill rather than from yan exterior part of the compartment isadvantageous, since as a result, the opening in the bottom of thecompartment is narrower and the receptacle below the car intended toreceive the cargo may be narrower permitting greater exibility andeconomy in terminal design. In addition, providing the hinges 2'7 and 28along the center sill rather than along an exterior portion of thecompartment saves the hinges from accidental injury to which they wouldbe susceptible if located in the more exposed position, and permits amalfunctioning car to be moved safely to a repair shop.

Closing of the doors 25 and 26 is eifected by means of door closers 3Sand 36 which may be pneumatic pistoncylinder devices as shown. -Eac-hsuch device is connected between a bracket 3.7 on the center sill 2.3and a bracket 38 on the door to which it is allocated. The closers 35and 36 are staggered along the center sill so that they do not interferewith one another. When the doors 25 `and 26 are to be closed, thepiston-cylinder devices are actuated and the doors are swung upwardlyuntil their latches 3l engage the bottom walls 34 of the compartment andlock the doors in closed condition.

Welded to each end of the center sill 23 is a body bolster 4l carrying aking pin 42 by means of which a drawbar T12 is permanently articulatedto the compartment, or if the compartment is at an end of its car, aseparable coupling element 13 is secured to the king pin 42 through acast or welded rigid draft sill (not shown) rigidly secured to the bodybolster.

The two four-wheel trucks (FXGS. 2 and 3) upon which the compartmentbody 22 rests are located `at either end of the body, and each truckincludes an inverted U-shaped truck bolster 43 directly beneath the bodybolster 41 located at that end of the center sill. The upper face of thetruck bolster 43 presents an upstanding circular iange 44 (see also FG.7) which is accommodated by a larger circular ange 45 projectingdownwardly from the lower face of the body bolster 41. Thisinterengagement between truck and body permits pivotal movement of thetruck with respect to the body but prevents the truck from slipping outfrom beneath the body. At each end of the truck bolster is a side frame46 upon which the truck bolster rests through the medium of a spring 47.It is preferred to use a so-called Belleville spring which permits spacesaving impractical with the usual helical springs. Each side frameaccommodates two bearings in which the ends of the axles 5d carrying thewheels 5l are journaled.

Each four-wheel truck is provided with brakes and mechanism foroperating them. This mechanism, shown in FIGS. 5-7, comprises a pair ofbrake beams S2 and 53 which diverge from their ends toward the center ofthe truck. Carried near each end of each brake beam is a brake shoe 54poised adjacent to but spaced slightly from one of the wheels 51 of thetruck. The brake shoes 54 are so arranged that upon movement of thebrake beams 52 land 53 away from each other, the brake shoes willContact their respective wheels. The ends 55 of the brake beams areslidably supported in the side frames 46, and springs 56 tend to urgethe brake beams toward each other in order to maintain the brake shoesout of contact with the wheels.

A pneumatic piston-cylinder device, which may comprise two pistons 59slidable within a cylinder 69, is arranged between the arms of theU-shaped truck bolster 43. In the alternative, the cylinder 6h maycontain only one piston, in which case one of the connecting rods 62 isattached to the closed end of the cylinder. The cylinder 60 is providedwith suitable connections (not shown) for introducing air under pressureinto the cylinder to urge the pistons S9 away from each other. The .armsof the truck bolster 43 are provided with vertical slots 61 (EEG. 7)through which connecting rods 62 extend from each of the pistons 59 toone of the brake beams 52 or 53. When the brakes are to be applied, airis admitted to the cylinder 6i? whereupon the pistons 5 and hence thebrake beams 52 and 53 are moved apart against the force of the springs56 until the brake shoes 54 engage the wheels 51. When the air pressurein the cylinder 60 is reduced, the springs 56 return the brake shoes totheir normal position shown in the drawings.

The pneumatic circuit for supplying air to operate the brakes isindicated schematically in FIG. 9. The present invention includes, inaddition to the usual train pipe 63, a high-pressure manifold 64containing air at about 100 p.s.i. The purpose of the manifold 64 is tomaintain a constant pressure of about p.s.i. within the reservoil 65. Acheck valve 69 prevents passage of air from the reservoir back to themanifold 64. In conventional apparatus, when the usual triple Valve 66is actuated to open the communication between the reservoir 65 and thecylinders 60, in order to apply the brakes, the pressure in thereservoir drops. Before the train can be started, therefore, air must bepumped through the train pipe 63 into each reservoir to restore thenormal pressure therein. This procedure takes an inordinately longperiod of time in long trains as much as an hour. By providing anadditional high-pressure manifold 64, the time required to pump-up thereservoirs is eliminated, and the train is ready to move immediatelyafter it has been stopped.

A feature of this invention is the employment of the hollow center sill23 as the high-pressure manifold 64. For this purpose, flexible hoseconnectors (not shown) are employed to connect the ends of each centersill to the ends of the center sills of adjacent compartments.Furthermore, the brake reservoirs 65 can, if desired, be sections of thecenter sill isolated by interior partitions.

The electrical circuits for transmitting electrical control signals fromthe control cars 2t) to the power packages 14 are shown schematically inFIG. 8, the circuits illustrated all being located in a single powerpackage and each power package having circuits identical to thoseillustrated. Two main lines 67 and 68 run throughout the length of thetrain from one control car 20 to the other. Connected between the line67 and ground is a relay coil E and connected between the line 68 andground is a relay coil W. The coil E, when energized, closes normallyopen relay contacts El and the coil W, when energized, closes normallyopen relay contacts W1. When the train is traveling in an easterlydirection, the controls in the eastern- Amost control car 20 cause therelay coil E in each power package to be energized through main line 67,and when the train is traveling in a westerly direction, the controls inthe westernmost control car Zit cause the relay W in each power packageto be energized through main line 63. The line 67 is provided with aswitch 73 located in the westernmost control car, and line 68 isprovided with a switch 74 located in the easternmost control car. Thus,when the train is travelling in an easterly direction, the switch 74 isopened to render the controls in the westernmost car ineffective. Whenthe train is travelling in a westerly direction, the switch 73 isopened.

Due to the spacing between the power packages in the train, there is adrop in the voltage of the signals transmitted from one power package tothe next, the signals being initially transmitted usually at 72 voltswhich is the voltage locally available in each power package. To preventexcessive voltage drops, the circuits are so arranged that at each powerpackage the signals received are regenerated by utilizing the locallyavailable voltage. Thus, when, for example, the relay coil E isenergized closing contacts Ei, the relay coils B are energized by meansof a circuit extending from the locally available source, through thecontacts El and the coils B to ground, there being a relay B associatedwith each remotely controlled function. Upon energization of coils B, apair of normally open contacts B2 associated with each coil B closecompleting acircuit from line '70 (carrying the signal from the nextpower package to each of the power packages under discussion) throughthe contacts B2 and the relay coil C to energize the latter, there beinga relay C associated with each remotely controlled function.

Energization of each coil C causes a Vpair of normally open contacts C1associated with each coil C to close completing a circuit from thelocally available source of voltage through contacts C1 and contacts B1(closed since coil B is energized) to line 71 along which the signal iscarried Westward to the next power package. lt will be seen, therefore,that although the signal reaches the power package along line 70 atrelatively low voltage, due to the drop in voltage between powerpackages, it is retransmitted from the power package at full strength.When coils C `are energized, they cause their associated contacts C2 toclose completing circuits including the locally available power sourcefor performing the remotely controlled functions.

Similarly, if the train is traveling westward instead of eastward, therelay coil W is energized rather than the relay coil E as a result ofwhich coils A are energized rather than coils B. Contacts A1 and A2 actin a manner comparable to B1 and B2 and regenerate a low voltage signalreceived along line 711 and transmit it to the next easterly power packalong line 70.

The invention has been shown and described in preferred form only and byway of example and many variations may be made which will fall withinthe spirit and scope of the invention. It is understood, therefore, thatthe invention is not limited to any specific form or embodiment exceptinsofar as such limitations are set forth in the appended claims.

What is claimed is:

1. A railroad car for hauling freight, comprising a plurality ofsuccessive compartments with inseparable pivot articulations betweenthem, each compartment being mounted on its own set of at least twofour-wheel trucks and provided with its own independently operabledropoor structure for discharging its cargo, and conventional separablecoupling elements at the outer ends of the end compartments.

2. A railroad train comprising a group of successive cars of thecharacter set forth in claim 1.

3. A railroad train comprising a plurality of groups as set forth inclaim 2, and power packages interposed between and separably articulatedto said groups.

4. A railroad train comprising a plurality of groups as set forth inclaim 2, power packages interposed between and separably articulated tosaid groups, each power package being proivded with remotely commandableapparatus for supplying motive power for generating and furnishingelectric power to and controlling the brake actuation of adjacent cars,control cars separably articulated at the opposite ends of the train,and electric transmission means extending from each control car to thepower packages for transmitting command signals to said apparatus.

5. A railroad train as set forth in claim 4, each control car beingprovided with means for depriving the other control car of command.

6. A railroad train as set forth in claim 4, saidelectrical transmissionmeans including circuitry at each power package responsive to commandsignals attenuated by long distance transmission from a preceding stagefor transmitting the signals to the next stage at restored voltagegenerated at said power package and necessary for further transmission.

7. A railroad train comprising a plurality of groups as set forth inclaim 2, each compartment being provided with air-brake equipmentcomprising a high-pressure reservoir, a triple valve, and a train pipecommunicating with said triple valve, the brakes being applied bybleeding air from the train pipe, power packages interposed between saidgroups of cars, each power package being provided with remotelycommandable apparatus for bleeding and reclosing the train pipe, controlcars at the opposite ends of the train, electrical transmission meansextending from each control car to the power packages for transmittingcommand signals to said apparatus, and means for constantly maintainingthe reservoirs charged lwith highpressure air, whereby application ofbrakes throughout the length of the train is simultaneous and release ofbrakes is rapid.

References Cited .by the Examiner UNTEED STATES PATENTS 348,058 8/86Richards et al 10S-l 951,669 3/10 Whipple 10S-255 1,200,382 10/16Manning 10S-451 1,232,822 7/17 Malcher 105-255 1,267,916 5/18 Shepard318-280 1,312,752 8/19 Riley 318-96 1,614,107 1/27 Cleary 105--4511,754,111 4/30 Latshaw 105--1 1,804,428 5/31 Massey 105v-414 1,954,3074/34 Ball 213-3 2,003,007 5/35 Morgan 105--1 2,050,468 8/ 36 Shipman303-85 X 2,130,131 9/38 Hirshiield 105-451 2,519,320 8/50 Meldrum105-416 2,540,753 2/51 Newell 291--2 X 2,558,988 7/51 Sheehan 291-38 X2,611,656 9/ 52 Vanderberg. 2,783,718 3/57 Cheshire 105-419 2,901,9839/59 Lich 105--199 2,989,929 6/ 61 Flowers 10S-255 3,022,749 2/ 62Vcertman et al 10S-199 3,043,241 7/62 Ortner 10S-199 3,093,399 6/63Smith 291--2 ARTHUR L. LA POlNT, Primary Examiner.

LEO QUACKENBUSH, MILTON BUCHLER,

Examiners.

1. A RAILROAD "CAR" FOR HAULING FREIGHT, COMPRISING A PLURALITY OFSUCCESSIVE COMPARTMENTS WITH INSEPARABLE PIVOT ARTICULATIONS BETWEENTHEM, EACH COMPARTMENT BEING MOUNTED ON ITS OWN SET OF AT LEAST TWOFOUR-WHEEL TRUCKS AND PROVIDED WITH ITS OWN INDEPENDENTLY OPERABLE DROP-